U.S. patent number 8,528,929 [Application Number 13/010,462] was granted by the patent office on 2013-09-10 for trailer docking repositionable support.
This patent grant is currently assigned to Midwest Industrial Door, Inc.. The grantee listed for this patent is Robert Peter Kimener. Invention is credited to Robert Peter Kimener.
United States Patent |
8,528,929 |
Kimener |
September 10, 2013 |
Trailer docking repositionable support
Abstract
A trailer stabilizing device for stabilizing a parked freight
trailer comprising a frame having mounted thereto at least a right
side wheel and a left side wheel, the frame also including a hitch,
a fifth wheel, and at least one of a repositionable wheel chock and
a repositionable hook, the trailer stabilizing device further
including a repositioning device in order to reposition at least
one of the repositionable wheel chock and the repositionable hook.
The present disclosure also includes a method of stabilizing a
parked trailer at a loading dock, the method comprising: (a)
positioning a wheeled trailer stabilizer underneath a parked
freight trailer at a loading dock while landing gear of the parked
freight trailer are deployed and a kingpin of the parked trailer is
accessible; (b) securing the kingpin of the parked freight trailer
to a fifth wheel of the wheeled trailer stabilizer; and, (c)
deploying a repositionable hook operatively coupled to the frame of
the wheeled trailer stabilizer so the repositionable hook couples
to a cleat mounted to the ground, where deployment of the hook is
operative to exert a pulling force on the kingpin.
Inventors: |
Kimener; Robert Peter
(Loveland, OH) |
Applicant: |
Name |
City |
State |
Country |
Type |
Kimener; Robert Peter |
Loveland |
OH |
US |
|
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Assignee: |
Midwest Industrial Door, Inc.
(Loveland, OH)
|
Family
ID: |
44277039 |
Appl.
No.: |
13/010,462 |
Filed: |
January 20, 2011 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20110175323 A1 |
Jul 21, 2011 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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61296995 |
Jan 21, 2010 |
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61346143 |
May 19, 2010 |
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Current U.S.
Class: |
280/476.1;
188/5 |
Current CPC
Class: |
B60S
9/20 (20130101); B60S 9/16 (20130101); B62D
53/0864 (20130101); B60D 1/665 (20130101); B65G
69/003 (20130101) |
Current International
Class: |
B62D
53/08 (20060101) |
Field of
Search: |
;280/762,763.1,400,406.2,475,432,423.1,79.4,23.24 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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1197500 |
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Dec 1985 |
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653079 |
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DE |
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3425498 |
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Mar 1985 |
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DE |
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0 510 372 |
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Mar 1992 |
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EP |
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0510372 |
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Oct 1994 |
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EP |
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0510467 |
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Nov 1994 |
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EP |
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1334344 |
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Aug 1963 |
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FR |
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2636717 |
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Mar 1990 |
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FR |
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927806 |
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Jun 1963 |
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GB |
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2 237 329 |
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Jan 1991 |
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GB |
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WO 90/09339 |
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Aug 1990 |
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WO |
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PCT/US2011/037260 |
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Oct 2011 |
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WO |
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WO2011/146787 |
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Nov 2011 |
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WO |
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PCT/US2011/037260 |
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Nov 2012 |
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WO |
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Primary Examiner: Winner; Tony
Assistant Examiner: Knutson; Jacob
Attorney, Agent or Firm: Taft Stettinius & Hollister
LLP
Parent Case Text
CROSS REFERENCE TO RELATED APPLICATIONS
This application claims the benefit of U.S. Provisional Patent
Application Ser. No. 61/296,995, filed Jan. 21, 2010, entitled
"TRAILER DOCKING REPOSITIONABLE SUPPORT," and also claims the
benefit of U.S. Provisional Patent Application Ser. No. 61/346,143,
filed May 19, 2010, entitled "TRAILER DOCKING REPOSITIONABLE
SUPPORT," the disclosure of each is incorporated herein by
reference.
Claims
What is claimed is:
1. A trailer stabilizing device comprising: a frame having a pair
of frame members operatively coupled to wheels, the pair of frame
members coupled to one another by at least one cross-member, the
frame members being operatively coupled to a fifth wheel, a front
end of the frame includes a hitch, and an arm mounted to the frame
extends outward from a rear end of the frame, the arm having a
first portion pivotally mounted to the frame and a second portion
including a hook adapted to interface with a ground cleat, the arm
being operatively coupled to a repositioning device operative to
pivot the arm with respect to the frame, and an on-board controller
for receiving signals from a sensor that at least one of a kingpin
is secured to the fifth wheel and the hook is engaged with the
ground cleat, the controller including a wireless transmitter for
transmitting a signal to a receiver indicating at least one of the
kingpin is secured to the fifth wheel and the hook is engaged with
the ground cleat.
2. The trailer stabilizing device of claim 1, further comprising a
repositionable wheel chock operatively coupled to the frame by way
of a second repositioning device.
3. The trailer stabilizing device of claim 2, wherein: the
repositionable wheel chock comprises a first repositionable wheel
chock and a second repositionable wheel chock; the first
repositionable wheel chock is repositionable to contact a first of
the wheels; and, the second repositionable wheel chock is
repositionable to contact a second of the wheels.
4. The trailer stabilizing device of claim 2, wherein: the second
repositioning device includes a hydraulic cylinder operatively
coupled to the frame; and the hydraulic cylinder is in
communication with a fluid line coupled to at least one of a glad
hand and a fluid tank.
5. The trailer stabilizing device of claim 2, wherein: the second
repositioning device includes a pneumatic cylinder operatively
coupled to the frame; and, the pneumatic cylinder is in
communication with a fluid line coupled to at least one of a glad
hand and a fluid tank.
6. The trailer stabilizing device of claim 2, wherein the second
repositioning device includes at least one of a pneumatic cylinder,
a hydraulic cylinder, a winch, an airbag, and a jack.
7. The trailer stabilizing device of claim 1, wherein the
repositioning device includes at least one of a pneumatic cylinder,
a hydraulic cylinder, a winch, an airbag, and a jack.
8. The trailer stabilizing device of claim 1, wherein: the
repositioning device includes a hydraulic cylinder operatively
coupled to the frame; and the hydraulic cylinder is in
communication with a fluid line coupled to at least one of a glad
hand and a fluid tank.
9. The trailer stabilizing device of claim 1, wherein: the
repositioning device includes a pneumatic cylinder operatively
coupled to the frame; and, the pneumatic cylinder is in
communication with a fluid line coupled to at least one of a glad
hand and a fluid tank.
10. The trailer stabilizing device of claim 1, wherein the receiver
is communicatively coupled to a visual display.
11. The trailer stabilizing device of claim 10, wherein: the
wireless transmitter includes an infrared light source emitting an
infrared light; the receiver comprises an infrared receiver; the
receiver is communicatively coupled to the visual display.
12. The trailer stabilizing device of claim 11, wherein including a
red light and a green light that are configured to be selectively
illuminated.
13. The trailer stabilizing device of claim 1, wherein: the
wireless transmitter includes an infrared light source emitting an
infrared light; and, the receiver comprises an infrared
receiver.
14. A trailer stabilizing device comprising a frame mounted a
portable ground carriage and a repositionable hook, the
repositionable hook operatively coupled to a repositioning device
in order to raise and lower the repositionable hook with respect to
the frame, and a controller communicatively coupled to a signaler
associated with the trailer stabilizing device for signaling a
status of the trailer stabilizing device with respect to a parked
freight trailer, wherein: the signaler includes a light source
emitting a light; the signaler is communicatively coupled to a
signal receiver; the signal receiver is communicatively coupled to
a visual display.
15. The trailer stabilizing device of claim 14, wherein the
repositioning device includes at least one of a pneumatic cylinder,
a hydraulic cylinder, a winch, an airbag, and a jack.
16. The trailer stabilizing device of claim 14, wherein: the
repositioning device includes a hydraulic cylinder operatively
coupled to the frame; and the hydraulic cylinder is in
communication with a fluid line coupled to a glad hand.
17. The trailer stabilizing device of claim 14, wherein: the light
source includes an infrared light source; the light includes an
infrared light; and, the signal receiver comprises an infrared
receiver.
18. The trailer stabilizing device of claim 14, wherein the visual
display includes a red light and a green light that are configured
to be selectively illuminated.
19. The trailer stabilizing device of claim 14, further comprising:
a kingpin sensor configured to detect a kingpin of the parked
freight trailer; wherein the kingpin sensor is communicatively
coupled to the controller.
20. The trailer stabilizing device of claim 14, further comprising
a hook sensor configured to detect a position of the repositionable
hook, wherein the hook sensor is communicatively coupled to the
controller.
21. The trailer stabilizing device of claim 14, further including a
switch in electrical communication with a power source onboard the
trailer stabilizing device for providing selective power to the
controller.
Description
RELATED ART
1. Field of the Invention
The present disclosure is directed to supports utilized to secure
freight trailers at a loading dock while dock personnel load and/or
unload cargo from the freight trailers.
2. Related Art of Interest
Distribution warehouses are a necessary component of commerce in
the twenty-first century. These warehouses may act as a
clearinghouse for shipments from various product suppliers and
centralize the distribution of goods. Large chain retailers utilize
warehouses to generate shipments to particular points of sale that
are specific to the needs of consumers in that area, without
requiring the original manufacturer of the goods to identify
consumer demand at each point of sale and correspondingly deliver
the particular goods to each point of sale.
An exemplary distribution warehouse generally includes fifteen or
more loading docks, with each loading dock adapted to receive a
single freight trailer of a semi truck. A loading dock typically
includes an opening elevated above ground level to match the height
of the floor of the freight trailer. The relatively equal height
between the floor of the loading dock and the floor of the trailer
enables lift trucks (i.e., forklifts) and other material handling
devices to move freely back and forth between the warehouse and
interior of the freight trailer.
In an exemplary sequence, a loading dock opening of a warehouse is
initially unoccupied by a freight trailer. Thereafter, a semi
trailer driver or yard truck driver backs the rear opening of a
freight trailer into alignment with the opening of the dock. After
the rear of the freight trailer is properly aligned and positioned
adjacent to the dock opening, the driver will either continue the
engagement between the truck and trailer, or discontinue the
engagement and relocate the truck to a remote location. In the
context of yard trucks, the yard truck is only connected to the
freight trailers long enough to position it adjacent to the loading
dock opening. In an exemplary day, the yard truck may connect to
and disconnect from one hundred or more freight trailers.
In summary fashion, a yard truck is a dedicated tractor that stays
at the warehouse location and is only used to reposition freight
trailers (not to tow the trailers on the open highways). By way of
example, a warehouse may have ten dock openings, but have fifty
trailers waiting to be unloaded. In order to expedite freight
unloading and loading, as well as the convenience of the semi truck
drivers that deliver to or pick up the freight trailers from the
warehouse, the freight trailers need to be shuffled. This means
that freight trailers do not include dedicated semi tractors
continuously connected to them. Instead, because no semi truck is
connected to many, it not all, of the freight trailers at a
warehouse location, a yard truck is necessary to reposition the
freight trailers while at the warehouse location.
An exemplary process for discontinuing engagement between the yard
truck and the freight trailer includes initially raising a
hydraulic fifth wheel on the yard truck to raise the front end of
the trailer above its normal ride height. While the front end is
raised, the yard truck driver lowers landing gear of the freight
trailer, which comprises a pair of equal length jacks permanently
mounted to the trailer, so that lowering of the fifth wheel is
operative to set down the freight trailer on its landing gear. When
the freight trailer is set down on its landing gear, the freight
trailer is freestanding (i.e., without a mechanical connection
between the kingpin of the freight trailer and the fifth wheel of
the yard truck). After the freight trailer is freestanding,
associated pneumatic and electrical connections between the yard
truck and trailer are disconnected so that the brakes of the
freight trailer are locked. Thereafter, the yard truck pulls out
from under the freight trailer, thereby leaving the trailer
adjacent to the dock opening and being supported at the front end
using only the trailer's landing gear.
When loading and unloading cargo from a freestanding freight
trailer, the movement of the lift truck along the floor of the
freight trailer causes the freight trailer to move as well. While
some movement of the freight trailer is inevitable, considerable
movement can result in the trailer becoming separated from the dock
or possibly tipping over. More importantly, the landing gear of the
freight trailer is not designed to accommodate the weight of a
fully loaded trailer, let alone the dynamic forces generated by a
lift truck moving through a partially loaded freight trailer. Even
further, the high center of gravity associated with most trailers
makes the likelihood of tipping over a real possibility. The
obvious implications of a freight trailer tipping over include
damage to the goods within the trailer, the trailer itself, and the
lift truck, not to mention the possible serious injury to or death
of the lift truck operator.
There is a need in the industry for a reliable support that
maintains the relative position of the freight trailer with respect
to the dock and inhibits the trailer from tipping over, possibly
causing serious bodily injury or death, which does not rely solely
on the landing gear of the freight trailer.
INTRODUCTION TO THE INVENTION
The present disclosure is directed to supports associated with a
loading/unloading dock and, more specifically, to repositionable
supports that secure freight trailers in position at a loading dock
while dock personnel load and/or unload cargo from the trailers.
The present disclosure includes a repositionable structure having a
fifth wheel to capture the kingpin of a freight trailer, thereby
securing the repositionable structure to the trailer. The
repositionable support may also include one or more of an
electrical, a hydraulic, and a pneumatic interface for coupling
directly to the yard truck or other truck using conventional
connections, such as glad hands and electrical disconnects. Unlike
conventional stabilizing products, the exemplary embodiments of the
instant disclosure may provide support for the front end of a
parked freight trailer without the need for deployment of the
landing gear (i.e., the landing gear touching the ground). After
the repositionable structure has been mounted to the trailer by way
of the kingpin and fifth wheel interface, wheel chocks may be
deployed and brakes associated with the repositionable device may
be locked to inhibit horizontal movement of the trailer away from
the loading dock. In exemplary form, the repositionable structure
may include a winch that is adapted to engage a pavement cleat,
thereby forming a compression fit between the king pin and fifth
wheel of the repositionable support using the tension from the
winch cable. The repositionable support may also include a
communicator operative to relay a communication to an internal
display within the warehouse that indicates whether the
repositionable support is properly mounted to the freight
trailer.
An exemplary repositionable structure includes a frame and an axle
mounted to the frame. By way of example, the axle includes a pair
of tandem wheels, with brakes, mounted proximate opposite ends of
the axle. However, the wheels may be single wheels and not include
brakes. A vertically repositionable fifth wheel is also mounted to
the frame and is adapted to receive the kingpin of a freight
trailer. A pair of repositionable wheel chocks may also be mounted
to the frame. Also on board the frame may be a freight trailer
positioning communicator adapted to signal a warehouse display
indicating whether the trailer has been secured while at the
loading dock. Pneumatic, hydraulic, and electrical lines may also
be associated with the frame that are in communication with any
wheel brakes, the repositionable fifth wheel, and any positioning
communicator. The foregoing lines may be powered directly from the
yard truck, or the frame may include individual power sources for
one or more of the foregoing lines.
After the yard truck has positioned the repositionable support into
engagement with the kingpin of the freight trailer, the brakes (if
included) are applied and the winch (if included) is deployed to
lock the support in position below a frontal portion of the
trailer. Thereafter, the support remains under the frontal portion
of the trailer as the trailer is loaded or unloaded. Similarly,
after the support is secured in position beneath the frontal
portion of the freight trailer, the yard truck disconnects from the
repositionable structure and continues jockeying the remaining
freight trailers at the warehouse location.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is an overhead view of an exemplary trailer stabilizer in
accordance with the instant disclosure.
FIG. 2 is a perspective, cut away view of an exemplary brake
assembly for use with the exemplary trailer stabilizer of FIG.
1.
FIG. 3 is a schematic diagram of an exemplary braking system for
use with the exemplary trailer stabilizer of FIG. 1.
FIG. 4 is an underneath, perspective view of an exemplary
repositioning assembly for use in repositioning the wheel chocks of
the exemplary trailer stabilizer of FIG. 1.
FIG. 5 is an elevated perspective view of a repositionable wheel
chock, in the storage position, for use with the exemplary trailer
stabilizer of FIG. 1.
FIG. 6 is an elevated perspective view of the repositionable wheel
chock of FIG. 6, shown just prior to complete deployment.
FIG. 7 is an elevated perspective view of the exemplary trailer
stabilizer of FIG. 1.
FIG. 8 is a profile view of an exemplary yard truck coupled to the
trailer stabilizer of FIG. 1, shown being backed under a commercial
freight trailer.
FIG. 9 is a profile view of the trailer stabilizer of FIG. 1
mounted and secured to the commercial freight trailer of FIG.
8.
FIG. 10 is an overhead view of an exemplary layout at a warehouse
or loading dock facility showing placement of the trailer
stabilizer of FIG. 1 and the visual display components.
FIG. 11 is a profile view of another exemplary trailer stabilizer
in a disengaged position.
FIG. 12 is a profile view of the exemplary trailer stabilizer of
FIG. 11 in an engaged position.
FIG. 13 is a profile view of the exemplary draw bar and associated
hook in FIG. 11.
FIG. 14 is a top view of the exemplary draw bar and associated hook
in FIG. 11.
FIG. 15 is a top view of the exemplary pavement cleat in FIG.
11.
FIG. 16 is a cross-sectional view of the exemplary pavement cleat
in FIG. 11 taken along lines 16-16 in FIG. 15.
FIG. 17 is a cross-sectional view of the exemplary pavement cleat
in FIG. 11 taken along lines 17-17 in FIG. 15.
DETAILED DESCRIPTION
The exemplary embodiments of the present disclosure are described
and illustrated below to encompass apparatuses and associated
methods to secure a freight trailer in position at a loading dock
while the trailer is loaded or unloaded. Of course, it will be
apparent to those of ordinary skill in the art that the embodiments
discussed below are exemplary in nature and may be reconfigured
without departing from the scope and spirit of the present
disclosure. However, for clarity and precision, the exemplary
embodiments as discussed below may include optional steps and
features that one of ordinary skill should recognize as not being a
requisite to fall within the scope and spirit of the present
disclosure.
Referencing FIGS. 1-7, an exemplary trailer support 10 includes a
frame 12 and an axle 14 mounted to the frame 12. The axle 14
includes one or more wheels 16 mounted proximate the ends of the
axle 14. In this exemplary embodiment, the axle 14 includes tandem
wheels 16 mounted at each end, with the tandem wheels including an
associated braking assembly 18. However, it should be noted that
the wheels 16 are not required to include a braking assembly
18.
Referring specifically to FIGS. 1-3, the braking assembly 18
includes a brake pad 20 which applies a force necessary to either a
drum or disc 22 to retard rotation of the brake drum and wheel 16
with respect to the axle 14. A pneumatic brake cylinder 24 is
coupled to the brake pads 20 by way of a push rod and cam shaft 25
in order to force the pads 20 against the drum 22 after a
predetermined positive pressure is reached within the pneumatic
lines 26 feeding the brake chamber. However, the brake cylinder 24
is also operative to force the pads 20 against the drums 22 when
insufficient air pressure occurs within the pneumatic lines 26
feeding the cylinder 24. By way of example, if an air leak occurs
within the pneumatic line or a yard truck 200 (see FIG. 8) is not
pneumatically coupled to the trailer support 10, the brake pads 20
will engage the drums 22 to inhibit rotation of the wheels 16. In
other words, it takes a positive air pressure within the pneumatic
brake lines 26 in order to discontinue engagement between the brake
pads 20 and the drums 22. In this exemplary embodiment, the
pneumatic lines 26 are in series with a compressed air storage
vessel/tank 28 that is mounted to the frame 12. Thus, the
compressed air storage vessel 28 provides an on-frame reservoir of
compressed air. As will be discussed in more detail hereafter, the
pneumatic lines 26 also includes quick connects 30 (e.g., a glad
hand) adapted to be coupled to quick connects 32 of the yard truck
200 in order for the yard truck to supply compressed air to the
braking assembly 18.
Referring back to FIG. 1, the frame 12 includes a pair of C-shaped
cross-section frame rails 34, 36 that are equally spaced apart from
one another and oriented in parallel toward the rear of the trailer
support 10. Toward the front of the trailer support 10, the frame
rails 34, 36 are angled toward one another and eventually converge
proximate the front of the trailer support. For the sections of the
frame rails 34, 36 oriented in parallel, one or more cross-members
38 are joined to the frame rails, such as by welding or bolted
fasteners. The cross members 38 may optionally include a block
C-shape cross-section.
The frame 12 also has mounted to it a fifth wheel 40. Exemplary
fifth wheels 40 include class 6, 7, and 8 fifth wheels such as the
Fontaine No-Slack 6000 and 7000 Series, available from Fontaine
International (www.fifthwheel.com). In this exemplary embodiment,
the fifth wheel 40 is mounted in an elevated fashion above the
frame rails 34, 36 using conventional nut and bolt fasteners. Those
skilled in the art will understand that other fifth wheels 40
besides a Fontaine No-Slack may be utilized so long as the fifth
wheel is operative to selectively engage and disengage a kingpin of
a freight trailer. It should also be noted that the kingpin
lock/receiver may be pneumatically, electrically, or hydraulically
operated, or may simply be manually operated. Those skilled in the
art are familiar with the various types of fifth wheels and the
various types of locks/receivers that hold the kingpin of a freight
trailer in place until it is intentionally released.
Referencing FIGS. 1 and 4-6, the trailer support 10 may also
include a pair of repositionable wheel chocks 50 that operate to
retard rolling motion of the wheels 16 when deployed. In exemplary
form, each wheel chock 50 is mounted to a repositioning device 52
that utilizes fluid power (pneumatic, hydraulic, etc.) to switch
between deployment and storage of the wheel chocks 50. It should
also be noted that the wheel chocks 50 may alternatively be
deployed using a manual crank (not shown) that is mounted to the
through rod 64. In either circumstance, when the wheel chocks 50
are deployed, the chocks are wedged between the wheels 16 and the
ground. Consequently, as the wheels 16 attempt to rotate forward,
the deployed chocks 50 provide a resistive force sufficient to
retard forward rotation of the wheels. Conversely, when the chocks
50 are stored, the wheels 16 are able to rotate (forward or
rearward), presuming some other device is not operative to retard
rotational motion such as the braking assembly 18.
Referring to FIGS. 1 and 4, the repositioning device 52 includes a
pneumatic cylinder 54, which is supplied with air from pneumatic
supply lines 55. One end of the pneumatic cylinder 54 is mounted to
the underside of the cross-member 38. The opposite end of the
pneumatic cylinder 54 includes an actuating piston 56 with a clevis
58 mounted to the far end of the piston. The clevis 58 is pivotally
mounted to an L-shaped bracket 60 by way of a pin 62 that extends
through both the clevis and bracket. A through rod 64, having a
circular cross-section, is received within a cylindrical cavity
formed by a cylindrical housing 68 mounted to the opposite end of
the L-shaped bracket 60. A through hole extending into the
cylindrical cavity is threaded to receive a fastener, such as a
bolt 66, that extends into contact with an exterior of the through
rod 64 to secure the cylindrical housing 68 to the through rod 64.
Accordingly, rotational motion of the cylindrical housing 68, when
the bolt 66 is tightened within the through hole, is transferred to
the through rod 64, thereby causing the through rod to
correspondingly rotate when the cylindrical housing is rotated. The
rotational motion of the through rod 64 is transferred to the
chocks 50 and is operative to reposition the chocks 50 between
deployment and storage positions.
In this exemplary embodiment, the through rod 64 is located beneath
and mounted to a cross-member 38 of the frame 12 using several
brackets 70 with circular bushings 72. The bushings 72 operate to
allow the through rod 64 to axially rotate with respect to the
brackets 70, while retaining the horizontal and vertical position
of the through rod. In exemplary form, a single through rod 64 is
utilized to extend across the entire width of the frame 12 and
outward beyond the frame in front of the wheels 16.
Referencing FIGS. 1, 5 and 6, each repositionable wheel chock 50
includes a telescopic pole 80 mounted to the through rod 64 that
extends laterally beyond the frame 12. In exemplary form, the
telescopic pole 80 comprises a first hollow tube 82 and a second,
larger hollow tube 84, where the first tube has an exterior that is
small enough to be received within the interior of the second tube.
Because of the size differential between the tubes 82, 84, the
tubes are operative to slide against one another to increase or
decrease the length of the pole 80 as necessary. In this regard,
the second tube 84 has a closed opposite end that optionally houses
a spring (not shown), which is operative to bias the first hollow
tube 82 with respect to the second tube. However, it should be
noted that the tubes need not be telescopic or operative to slide
with respect to one another in order to deploy the wheel chock 50.
For example, tubes 82, 84 may be replaced by a single tube or
multiple tubes that are rigidly mounted to one another to avoid
longitudinal length changes.
Opposite the closed end of the second tube 84, the first tube 82
includes a transverse hollow cylinder 86. A cavity on the interior
of the cylinder 86 allows for throughput of the through rod 64.
Additionally, the through rod 64 includes a longitudinal keyway 87
formed on its exterior that is aligned with a longitudinal keyway
89 firmed on the interior of the cylinder 86. In this fashion,
after the keyways 87, 89 have been aligned (i.e., overlap) with one
another, a key 91 is inserted into both keyways 87, 89 so that
rotation of the through rod 64 results in corresponding rotation of
the cylinder 86. In this exemplary embodiment, the keyways 87, 89
exhibit a rectangular, axial cross-section that accommodates the
key 91, which also exhibits a rectangular, axial cross-section. A
hole (not shown), which extends through the cylinder 86 and into
the keyway 89, is adapted to receive a threaded fastener 88. By
inserting the threaded fastener 88 into the hole, where the hole
overlaps the keyway 89, the threaded fastener is operative to
contact the key 91 and lock the key within the keyways 87, 89.
Opposite the closed end of the second tube 84, an arm 90 is mounted
to the lateral exterior of the second tube. The arm 90 extends away
from the closed end of the second tube 84 and extends beyond the
open end of the second tube 84 in parallel with the first tube 82.
In this exemplary embodiment, the arm 90 by way of a through bolt
is mounted to a spring 92, where the spring is coupled to a cable
94, which is itself mounted to a chock block 96. As will be
discussed in more detail below, the spring 92 provides a tension
force that retains the chock block 96 in a predetermined position,
thereby retarding the chock block 96 from digging into the ground
as the repositionable wheel chock 50 is moved from its storage
position to its deployment position. In order to maintain the
proper tension on the chock block 96, a guide pulley 98 is mounted
to the second tube 84, where the guide pulley 98 receives the cable
94.
Proximate the closed end of the second tube 84, a bracket 100 is
mounted to the second tube. This bracket 100, in exemplary form,
includes a block C-shaped segment 102 that is spaced apart from the
second tube by way of an extension 104. The block C-shaped segment
102 includes extension plates 103 pivotally mounted by way of a
pivot pin 105 to allow articulation of the chock block 96 and
provide an allowance for coaxial discrepancy between the through
rod 64 and the stabilizer's wheels 16. A guide arm 106 is mounted
to the rear exterior of the C-shaped segment 102. In this exemplary
embodiment, the guide arm 106 includes a through hole that receives
a fastener to pivotally mount a roller assembly 108 to the guide
arm.
The roller assembly 108 includes a first roller 110 mounted
opposite a second roller 112, where both rollers are mounted to
opposing rails 114 that are tied together by a cross-brace 116. The
first roller 110 is rotationally repositionable with respect to the
rails 114 and is adapted to contact the ground when the wheel chock
50 is deployed in its barrier or deployment position. Similarly,
the second roller 112 is rotationally repositionable with respect
to the rails 114 and is adapted to contact the rear of the chock
block 96 and overcome the bias of the spring 92 to rotate the chock
block when the first roller 110 reaches the ground.
The chock block 96 is accommodated within the C-shaped segment 102.
The chock block 96 is pivotally mounted to the extension plates 103
by way of a pivot shaft 118 that concurrently extends through the
chock block and the extension plates. A rear portion of the chock
block 96 includes a connector 120 that couples the chock block to
the cable 94.
Referring to FIGS. 1 and 7, the trailer support 10 may also
includes a winch 130 mounted to a rear cross member 38. The winch
130 may be pneumatically, hydraulically, or electrically driven
using a power connection line 132 that includes a quick connect 134
in order to receive power from a power source, such as from a yard
truck 200 (see FIG. 8). Alternatively, the winch 130 could be
manually actuated using a hand crank (not shown). In this exemplary
embodiment, the winch 130 includes a motor and a cable 136 mounted
to a rotating spool. A free end of the cable 136 includes a hook
138 that is adapted to interface with a ground cleat 150 (see FIG.
9) in order to pull the rear of the trailer support 10 toward the
ground cleat. For use with the instant embodiment, exemplary
electric winches 130 include, without limitation, the RN30W Rufnek
worm gear winch available from Tulsa Winch (www.team-twg.com).
Referencing FIGS. 1 and 10, the trailer support 10 may further
include a signaling system 160. This signaling system 160 provides
a visual display 162 that alerts personnel within a warehouse or
loading dock facility 164 when the trailer 220 is stabilized using
the trailer support 10. In exemplary form, the visual display 162
is mounted on the interior of the warehouse or loading dock
facility 164 proximate the loading dock. As will be appreciated by
those skilled in the art, when the rear of the trailer 220 is
hacked up adjacent and aligned with respect to the loading dock
opening, personnel within the warehouse or loading dock facility
164 often cannot see through the loading dock opening because the
rear of the trailer 220 is occupying the entire loading dock
opening. Therefore, the visual display 160 takes the place of a
manual visual inspection and indicates whether the trailer 220 is
stabilized or not to accommodate for the absence of a direct line
of sight. In order for the visual display 160 to know when to
display an indicia that it is safe to load/unload the trailer 220,
the trailer stabilizer 10 includes an on-hoard infrared light
source 166.
In this exemplary embodiment, the infrared light source 166 is
powered by an electrical source associated with the yard truck 200
(sec FIG. 8). However, it should be noted that the infrared light
source could also be powered by an on-board power source (such as a
battery or generator) associated with the trailer stabilizer 10.
The infrared light source 166 is selectively powered, however, only
after the trailer support 10 has been secured. The infrared light
source 166, when powered, is operative to generate infrared light
that is detected by an infrared detector 168 located on the
exterior of the warehouse or loading dock facility 164. When
infrared light is detected by the detector 168, the detector
communicates this detection to the visual display 162 so that
personnel within the warehouse or loading dock facility 164 know it
is safe to load or unload the trailer 220. However, the visual
display 160 may provide more than a simple visual indication that
the trailer stabilizer is secured.
The signaling system 160 also includes a kingpin sensor 170 and a
wheel chock sensor 172. The kingpin sensor 170 is operative to
determine whether or not a trailer kingpin 222 (see FIG. 8) is
secured to the fifth wheel 40. When the kingpin 222 is secured to
the fifth wheel 40, the sensor 170 senses the position of the
kingpin within the opening of the fifth wheel. The sensor 170 may
also include an ancillary sensor (not shown) that confirms the
kingpin 222 is locked within the fifth wheel 40. Likewise, the
wheel chock sensor 172 is operative to detect the position of the
wheel chocks 50, such as when the wheel chocks are deployed on the
ground in a blocking position directly in front of the wheels 16.
Both the kingpin sensor 170 and the wheel chock sensor 172 are in
communication with a controller 174 that uses a wireless
transmitter to communicate information concerning the position of
the kingpin 222 and the position of the wheel chocks 50 to the
visual display 160, which itself includes a wireless receiver.
Referring to FIGS. 8 and 9, a yard truck 200 includes a cab 202, a
chassis 204, an engine 206, electrical connections 208, pneumatic
connections 210, and a repositionable fifth wheel 212. In addition,
the yard truck 200 includes a tow hook 214 that receives the tow
eye 216 of the trailer support 10 in order to couple the yard truck
200 to the trailer support 10.
In practice, the yard truck 200 attaches itself to the trailer
support 10 by way of the yard truck's tow hook 214 being coupled to
the tow eye 216 of the trailer support 10. In addition to attaching
the yard truck 200 to the trailer support 10 using the hook 214 and
eye 216, the yard truck operator also connects quick connects 134,
30 of the trailer stabilizer 10 to quick connects 217, 218
associated with the yard truck to supply electrical and pneumatic
power. It should also be noted that the yard truck 200 may include
hydraulic pump(s), lines, and connections (not shown) that connect
to connections, lines, and devices of the trailer support 10, such
as when the winch 130 and/or repositioning device 52 is
hydraulically driven. After completing connections between the yard
truck 200 and the trailer support 10, the yard truck operator then
drives the yard truck into position with respect to a trailer 220
having already been parked at a loading dock so that the doors of
the trailer are open and the associated opening at the rear of the
trailer is adjacent a loading dock opening.
At such a point in time, the trailer 220 is initially supported by
its landing gear (not shown). But, as discussed previously, the
landing gear is not made to accommodate the high forces associated
with a forklift repetitively entering and exiting the trailer to
load or unload goods. As is evident to those skilled in the art,
when loading a trailer, the initial weight of the loaded goods is
positioned at the front of the trailer and is disproportionally
horn by the landing gear. Similarly, when a trailer is unloaded,
the last weight to be taken off the trailer comes from the goods
located at the front of the trailer, where this weight is
disproportionally born by the landing gear. In order to ensure that
the trailer does not nosedive in case of landing gear failure, or
that the trailer tips over on either lateral side, the instant
disclosure provides a stabilizing device to retard nose dive or
lateral tip over.
Referring again to FIGS. 8 and 9, after the yard truck 200 has
attached itself to the trailer stabilizer 10 and located a trailer
that has yet to be stabilized, the yard truck thereafter hacks the
trailer stabilizer 10 underneath the trailer 220. When backing the
trailer stabilizer 10, the rear of the stabilizer (where the winch
130 is located) moves underneath the trailer first and is aligned
so that the fifth wheel 40 receives the trailer kingpin 222. While
the trailer stabilizer 10 is being hacked underneath the trailer
220 and before the kingpin 222 is secured within the fifth wheel
40, the repositionable wheel chocks 50 are in a storage position
and the brake assemblies 18 are free (i.e., not locked). It should
also be noted that while the yard truck 200 is backing the
stabilizer 10 underneath the trailer 220, the winch 130 is
preferably retracted. Continued backing of the yard truck 200
causes the trailer stabilizer 10 to be further repositioned
underneath the trailer 220, eventually so much so that the kingpin
222 engages the fifth wheel 40 and becomes locked within the filth
wheel, thereby coupling the trailer stabilizer to the trailer. At
this time, the kingpin sensor 170 detects the position of the
kingpin 222 with respect to the fifth wheel 40 and communicates a
signal indicative of the kingpin position to the controller 174
(see FIG. 1). Thereafter, the controller 174 wirelessly
communicates a signal to the visual display 168 (sec FIG. 10),
which in turn displays visual indicia representing to dock workers
that the kingpin 222 is secured to the trailer stabilizer 10.
After the trailer stabilizer 10 is coupled to the trailer 220, a
number of events occur to lock the position of the trailer
stabilizer with respect to the trailer. One of these events may
include the yard truck operator locking the braking assembly 18 of
the trailer stabilizer by depressurizing the pneumatic lines 26
(see FIG. 1). This depressurization causes the brake pads 20 (see
FIG. 2) to be forced against the brake drum/disc 22, thereby
retarding rotational motion of the wheels 16. Another possible
event is the deployment of the repositionable wheel chocks 50 using
the repositioning device 52.
The yard truck operator controls, using standard internal controls
within the yard truck 200 to control the air pressure though line
210, the pneumatic pressure applied to the pneumatic cylinder 54 to
extend or retract the piston 56, thereby rotating the through rod
64 in either a clockwise or a counterclockwise direction. As
discussed previously, rotation of the through rod 64 is operative
to reposition the wheel chocks 50 between the storage position and
the blocking position. In this manner, the yard truck operator is
able to lower or raise the wheel chocks 50 without ever leaving the
cab of the yard truck 200. When the wheel chocks 50 are deployed so
that the chocks are in front and adjacent at least one of the
wheels 16, the wheel chock sensor 172 senses this position and
communicates a signal to the controller 174 (see FIG. 1).
Thereafter, the controller 174 wirelessly communicates a signal to
the visual display 168 (sec FIG. 10), which in turn displays visual
indicia representing to dock workers that one or all of the wheel
chocks 50 is deployed in a blocking position with respect to the
wheels 16 of the trailer stabilizer 10. But the yard truck operator
may need to exit the cab to couple the cable 136 and hook 138 to
the ground, as well as to disconnect pneumatic and electrical
connections extending from the yard truck 200 to the trailer
stabilizer 10.
In exemplary form, after the brake assembly 18 has been locked and
the wheel chocks 50 have been deployed, the yard truck operator may
exit the cab to secure the trailer support 10 to the ground using
the winch 130. The winch may be powered from an electrical power
source on board the trailer stabilizer 10 or on hoard the yard
truck 200. In either circumstance, the winch 130 is unwound a
predetermined amount so that there is enough cable 136 for the hook
138 to reach the ground cleat 150. The hook 138 is thereafter
mounted to the cleat 150, and the winch 130 is driven to wind the
cable 136 in order to remove the slack from the line. The winch 130
associated controls (not shown) that are operative to discontinue
winding of the cable 136 after the cable reaches a predetermined
tension. When taught, the cable 136 and winch 130 are operative to
pull the trailer stabilizer 10 toward the rear of the trailer 220,
which acts to pull the fifth wheel 40 toward the rear of the
trailer. Because the filth wheel 40 at this point has received the
kingpin 222, the fifth wheel 40 pushes against the front of the
kingpin to effectively wedge the trailer 220 between the loading
dock (not shown) and the fifth wheel 40 and wedge the kingpin
between the fifth wheel 40 and the ground cleat 150.
As soon as the winching operation is complete, a switch 169
associated with the infrared light source 166 is tripped, thereby
powering the light source and generating infrared light. The
placement of the infrared light source 166 is at the rear of the
trailer support 10 and is designed to provide a direct line of
sight between the light source and the light detector 168 (see FIG.
10) mounted to the warehouse or loading dock facility 164. It
should be noted that the light source may be powered by the yard
truck 200 or may be powered by an on-board energy source (not
shown) such as a generator or a battery. In exemplary form, the
light source includes a timing circuit that only allows the
infrared light source to be powered for a predetermined time.
Regardless of the power source used, the light source 166 is
operative to generate infrared light that will be detected by the
detector 168.
The detector 168, which is mounted to the warehouse or loading dock
facility 164, is operative to detect infrared light generated by
the light source 166. When infrared light is detected by the
detector 168, a signal is sent to the visual display 162 indicating
that the trailer stabilizer 10 is in a secured position with
respect to the trailer 220. In exemplary form, the visual display
162 includes a red and green light. When illuminated, the red light
indicates that the trailer 220 parked at the loading dock is not
ready to be loaded or unloaded because the trailer support 10 has
not yet been secured to the trailer. In contrast, when illuminated,
the green light indicates that the trailer 220 parked at the
loading dock is ready to be loaded or unloaded because the trailer
support 10 is secured to the trailer.
When a trailer 220 is fully loaded or unloaded, the yard truck 200
reattaches itself to the trailer support 10, which includes
reattaching the quick connects 30, 134. Thereafter, to the extent
the support 10 is coupled to the ground cleat 150, the winch 130 is
unwound and the hook 138 is disengaged from the cleat, followed by
winding of the cable 136. As soon as the winch cable 136 is
unwound, thereby allowing decoupling of the hook 138 from the cleat
150, the infrared light source 166 is powered and generates
infrared light. This light is in turn detected by the detector 168,
which is operative to send a signal to the visual display 162
indicating that the trailer support 10 is not longer secured to the
trailer 220. As discussed previously, a red light is illuminated on
the display 162 indicating to dock personnel that it is not safe to
load or unload goods from the trailer. It should be noted that in
case the visual display 162 gets out of sequence, it may be
manually reset to display the red light or some other indicia
reflecting that the trailer 220 is not mounted to the trailer
support 10.
Presuming the winch 130 has been disengaged from the cleat 150 or
not even used, the yard truck operator the supplies power to the
repositioning device 52 in order to retract the repositionable
wheel chocks 50. Presuming the wheel chocks 50 were not used or
have already been retracted, the yard truck operator supplies power
to the brake assemblies 18 in order to free the brakes and allow
the wheels to turn with respect to the frame 12. At this point, the
kingpin 222 is released from the fifth wheel 40 and the trailer
support may be removed from under the trailer 220. At the point in
time where the trailer stabilizer 10 is removed from under the
front of the trailer 220, it is up to the landing gear to support
the frontal load of the trailer.
Referring to FIGS. 11 and 12, a second exemplary trailer support
310 includes a frame 312 and an axle 314 mounted to the frame 312.
The axle 314 includes one or more wheels 316 mounted proximate the
ends of the axle 314. In this exemplary embodiment, the axle 314
includes tandem wheels 316 mounted at each end, with the tandem
wheels including an associated braking assembly (not shown), which
is identical to that of the first exemplary embodiment 10 (see
FIGS. 1-3). The braking assembly includes brake pads, brake
drum/discs, and a pneumatic brake cylinder to apply a brake force
to the trailer support 310 when insufficient air pressure occurs
within the pneumatic line feeding the cylinder. For purposes of
brevity, reference is had to FIGS. 2 and 3 and the corresponding
written description for a braking assembly that may be used as the
instant braking assembly 310.
The frame 312 includes a pair of C-shaped cross-section frame rails
334 that are equally spaced apart from one another and oriented in
parallel toward the rear of the trailer support 310. Toward the
front of the trailer support 310, the frame rails 334 are angled
toward one another and eventually converge at a hitch 336 proximate
the front of the trailer support. When oriented in parallel, the
frame rails 334 are jointed together by mounting one or more
cross-members (not shown) to the frame rails (via welding, nuts and
bolts, etc.), where the cross-members may optionally include a
block C-shape cross-section.
At least one of the cross-members of the frame 312 has mounted to
it a fifth wheel 340 in an elevated fashion above the frame rails
334 (using conventional nut and bolt fasteners and/or welds).
Again, the fifth wheel 340 is analogous to the fifth wheel 40
discussed with respect to the first exemplary embodiment 10.
The trailer support 310 also includes an actuatable draw bar and
associated hook 380 that is pivotally mounted to the frame 312
between an elevated position and an engaged position (compare FIGS.
11 and 12). When in the draw bar and associated hook 380 is in the
engaged position (see FIG. 12), the hook is at or approximate
ground level to engage a cleat 420 mounted to the ground. When the
draw bar and associated hook 380 engage the cleat, appreciable
forward movement of trailer support 310 away from the cleat 420 is
not possible. Conversely, when the draw bar and associated hook 380
is in the disengaged position (see FIG. 11), the hook is above
ground level and inoperative to engage the cleat 420. Thus, when
the draw bar and associated hook 380 are disengaged from the cleat
420, appreciable forward movement of trailer support 310 may be
possible, presuming wheel chocks are not deployed in a barrier
position.
Referring to FIGS. 11-14, in this exemplary embodiment, the draw
bar and associated hook 380 comprises quarter inch steel
rectangular tubing 382 extending longitudinally and having opposing
ends 384, 386. At one end 384, a cylindrical coupling 388 is
fastened to the tubing, such as by welding, and oriented so that a
through opening 400 is generally perpendicular to the longitudinal
length of the tubing 382. This opening 400 receives an axle 402
that is mounted to the trailer support 310 so that the coupling 388
pivots around the axle 402. In exemplary form, the axle 402 is
sized to concurrently extend through the opening 400 and
corresponding openings that are aligned through spaced apart
brackets 404 mounted to the trailer support 310 so that the
longitudinal ends of the axle extend through the brackets. Each end
of the axle 402 includes a radial through hole that is sized to
receive a respective cotter pin (not shown) and thereby inhibit the
axle from being displaced laterally (i.e., from side to side). One
or both of the cotter pins may be removed to allow the axle 402 to
be laterally repositioned with respect to the brackets 404 and the
cylindrical coupling 388. When the draw bar and associated hook 380
is mounted to the trailer support 310, the cylindrical coupling 388
interposes the brackets 404 so that the through opening 400 is
longitudinally aligned with the corresponding openings of the
brackets. At the same time, the axle 402 is inserted through the
openings in the coupling 388 and brackets 404 so that the ends of
the axle extend just beyond the bracket openings. Thereafter, the
cotter pins are installed, and the draw bar and associated hook 380
is pivotally mounted to the trailer support 310.
A heavy duty hook 406 is mounted to the end 386 of the rectangular
tubing 382 opposite the cylindrical coupling 388. This heavy duty
hook 406 is fabricated from high strength steel and includes a
linear segment 408 that extends substantially coaxial with the
tubing 382. The far end of the segment 408 is rounded over 410. The
hook 406 defines a cavity 412 on its interior that is adapted to
retain at least one of a plurality of dowel pins 450 associated
with the cleat 420 when the draw bar and associated hook 380 is in
the engaged position.
Referring to FIGS. 15-17, the exemplary cleat 420 comprises an open
top with a longitudinal block U-shaped tunnel 422 having opposed
vertical sidewalls 424, 426 and a bottom wall 428. Trapezoidal
plates 430, 432, 434, 436 are mounted to tapered ends and to the
top of the vertical sidewalls 424, 426. In addition, the
trapezoidal plates 430, 432, 434, 436 are mounted to each other at
their angled ends. In this manner, the trapezoidal plates 430, 432,
434, 436 operate to provide an angled incline so that unintended
objects contacting the cleat 420 can pass thereover.
On the interior of the cleat 420 are a series of spaced apart dowel
pins 450 that span laterally across the vertical sidewalls 424,
426. Each dowel pin 450 includes a flange 452 that extends
perpendicularly from the circumference and extends substantially
the entire distance between the vertical sidewalls 422, 426 of the
tunnel 422. The vertical sidewalls 422, 426 422 include
corresponding openings in order to receive the dowel pins 450. But
it should be noted that in this exemplary cleat 420, the dowel pins
450 are not rotationally repositionable with respect to the
vertical sidewalls 422, 426. However, it is within the scope of the
disclosure to provide dowel pins 450 and flanges 452 that are
rotationally repositionable. Specifically, the flanges 452 may be
spring biased and operative to close the gap between adjacent pins
450 in order to prohibit unintended objects from entering the
interior of the cleat 420.
In exemplary form, the forward most dowel pin 450 is mounted to the
vertical sidewalls 424, 426 so that its flange 452 extends to meet
the top edge of the forward trapezoidal plate 430. As will be
discussed in more detail below, this orientation ensures that the
hook 406 does not inadvertently snag the top edge of the forward
trapezoidal plate 430. The remaining dowel pins 450 are oriented so
that the flanges 452 are upwardly sloped from front to back.
The orientation for the flanges 452 of the second and successive
dowel pins 450 provides a series of ramps that allow the hook 406
to move from front to back across the dowel pins without becoming
snagged. Simply put, the hook 406, when moving from front to back,
slides up the flange and over one of the dowel pins, to only drop
down and contact a successive flange of a successive dowel pin. The
same process may be repeated until the hook reaches the top of last
dowel pin or the hook is moved forward. At this point, the hook 406
slides over the last dowel pin and begins to slide down the face of
the rear trapezoidal plate 434. In contrast, when the hook 406 is
repositioned from rear to front, the cavity 412 of the hook
receives whichever dowel pin 450 is nearest in order to retain the
hook within the cleat 420. This retention occurs because the angled
surfaces provided by the flanges 452 operate to direct the hook 406
into contact with the nearest dowel pin 450 so that the dowel pin
is received within the cavity. In this received position, the draw
bar and associated hook 380 cannot be moved forward to the next
nearest dowel pin, nor can the hook 406 be vertically repositioned
out of engagement with the dowel pin. In order to discontinue
engagement of the hook 406 with the instant dowel pin 450, the draw
bar and associated hook 380 is repositioned rearward (from front to
back) until the tip of the hook 406 clears the instant dowel pin.
Thereafter, the draw bar and associated hook 380 may be vertically
raised to remove the hook 406 from within the cleat 420.
Referring back to FIGS. 11 and 12, in order to vertically
reposition the draw bar and associated hook 380, a pneumatic
cylinder 460 is concurrently coupled to the rectangular tubing 382
and corresponding brackets 462 mounted at the rear of the frame
312. In this exemplary embodiment, air supply lines (not shown) are
coupled to the pneumatic cylinder 460 and are adapted to receive
air from a yard truck or other tractor (see e.g., FIGS. 8 and 9).
The pneumatic cylinder 460 is pivotally mounted to the rear of the
frame 312 by way of the corresponding brackets 462, while the
pneumatic cylinder piston 466 is repositionably mounted to a clevis
468 on the rectangular tubing 382 using a through pin (not shown).
The clevis 468 is formed by two parallel metal plates that are
welded to the rectangular tubing, where each plate has an aligned
hole that receives the through pin. In this manner, when the piston
466 is extended from the cylinder 460, the draw bar and associated
hook 380 are pivoted about the axle 402 in order to lower the hook
406. Conversely, when the piston 466 is retracted into the cylinder
460, the draw bar and associated hook 380 are pivoted about the
axle 402 in order to raise the hook 406.
In addition, the exemplary trailer support 310 may include a pair
of repositionable wheel chocks 480 having generally the same
structure and mode of operation as the wheel chocks 50 discussed
with respect to the foregoing embodiment. Accordingly, for purposes
of brevity, a detailed discussion of the components and mode of
operation has been omitted.
In operation, a yard truck (not shown) attaches itself to the
trailer support 310 by way of the yard truck's tow hook being
coupled to the hitch 336 of the trailer support. In addition to
attaching the yard truck to the trailer support 310 using the hitch
336, the yard truck operator also connects quick connects of the
trailer stabilizer 310 to quick connects associated with the yard
truck to supply electrical and pneumatic power to the trailer
stabilizer. It should also be noted that the yard truck may include
hydraulic pump(s), lines, and connections (not shown) that connect
to connections, lines, and devices of the trailer support 310, such
as when the draw bar and associated hook 380 is hydraulically
repositioned by way of a hydraulic cylinder instead of a pneumatic
cylinder 460.
After completing connections between the yard truck and the trailer
support 310, the yard truck operator then drives the yard truck
into position with respect to a trailer having already been parked
at a loading dock so that the doors of the trailer are open and the
associated opening at the rear of the trailer is adjacent a loading
dock opening. The yard truck operator then begins to back the
trailer stabilizer 310 underneath the trailer, with the rear of the
stabilizer where the draw bar and associated hook 380 is located
moving underneath the trailer first so that the fifth wheel 340 is
aligned with the kingpin of the trailer. While the trailer
stabilizer 310 is backed underneath the trailer, the repositionable
wheel chocks 480 are in a storage position, the brake assemblies of
the trailer stabilizer are free (i.e., not locked), and the draw
bar and associated hook 380 are in a raised position. Continued
backing of the yard truck causes the trailer stabilizer 310 to be
further repositioned underneath the trailer, eventually so much so
that the kingpin engages the fifth wheel 340 and becomes locked
within the wheel, thereby coupling the trailer stabilizer to the
trailer. At this time, a kingpin sensor detects the position of the
kingpin with respect to the fifth wheel 340 and communicates a
signal indicative of the kingpin position to a controller
associated with the yard truck. Thereafter, the controller
wirelessly communicates a signal to a visual display (not shown),
which displays visual indicia within a warehouse to dock workers
telling them that the kingpin is secured to the trailer stabilizer
310.
After the trailer stabilizer 310 is coupled to the trailer, a
number of events occur to lock the position of the trailer
stabilizer with respect to the trailer. First, the yard truck
operator lowers the draw bar and associated hook 380 so that the
hook 406 contacts the top of the cleat 420, which is already
securely mounted to the pavement/concrete underneath the trailer,
in order for the hook to float on top of the cleat. The yard truck
operator then pulls slightly forward so that the hook 406 captures
one of the dowel pins 450 within the cavity 422 and retards further
forward movement of the stabilizer 310. A sensor associated with
the stabilizer 310 detects the deployed position of the draw bar
and associated hook 380 and communicates this to the controller.
The controller then wirelessly communicates a signal to a visual
display (not shown) or powers an infrared light source to
communicate with an infrared light detector operatively coupled to
the visual display letting dock workers know that the draw bar and
associated hook 380 is deployed.
In addition to securing the hook 406 to the cleat 420, the yard
truck operator also locks the braking assembly of the trailer
stabilizer by depressurizing the pneumatic lines feeding the drum
assemblies. This depressurization causes the brake pads to be
forced against the brake drum/disc, thereby retarding rotational
motion of the wheels 316. Another event is the deployment of the
repositionable wheel chocks 480 using a pneumatic cylinder 482.
Deployment of the wheel chocks 480 is essentially the same as that
discussed for the first exemplary embodiment and has been omitted
only to further brevity. Thereafter, the yard truck unhooks any
pneumatic and electrical connections with the trailer stabilizer
and continues on to the next spotted trailer.
After the trailer is fully loaded or unloaded, the yard truck
reattaches itself to the trailer support 310, which includes
reattaching any pneumatic and electrical connections. After these
connections have been reestablished, the repositionable wheel
chocks 480 are raised to a storage position and the brake
assemblies are freed (i.e., not locked). This allows the yard truck
operator to slightly reposition the trailer support 310 toward the
rear of the trailer to unseat the hook 406 from the nearest dowel
pin 450 of the cleat 420. After the hook 406 is unseated, the yard
truck operator manipulates valves to supply air to the air supply
lines coupled to the pneumatic cylinder 460. This, in turn, causes
the piston 466 to retract within the cylinder 460, thereby pivoting
the draw bar and associated hook 380 about the axle 402, thus
raising the hook 406. After the hook 406 has been raised to no
longer potentially come in contact with the cleat 420, and the
landing gear of the trailer has been lowered, the yard truck pulls
the trailer support 310 out from under the trailer so that the
kingpin of the trailer no longer engages the fifth wheel 340.
The exemplary trailer stabilizer 310 is operative to inhibit
trailer nosedives, tip-overs, and trailer creep. Moreover, the
exemplary trailer stabilizer 310 includes a means for informing
dock personnel when the trailer stabilizer 310 is mounted to the
trailer, thereby informing the dock personnel that it is safe or
unsafe to load/unload the trailer, similar to that discussed for
the first exemplary embodiment.
Following from the above description and invention summaries, it
should be apparent to those of ordinary skill in the art that,
while the methods and apparatuses herein described constitute
exemplary embodiments of the present invention, the invention
contained herein is not limited to this precise embodiment and that
changes may be made to such embodiments without departing from the
scope of the invention as defined by the claims. Additionally, it
is to be understood that the invention is defined by the claims and
it is not intended that any limitations or elements describing the
exemplary embodiments set forth herein are to be incorporated into
the interpretation of any claim element unless such limitation or
element is explicitly stated. Likewise, it is to be understood that
it is not necessary to meet any or all of the identified advantages
or objects of the invention disclosed herein in order to fall
within the scope of any claims, since the invention is defined by
the claims and since inherent and/or unforeseen advantages of the
present invention may exist even though they may not have been
explicitly discussed herein.
* * * * *